WO2024065526A1

WO2024065526A1 - Angle deviation correction method and apparatus

Info

Publication number: WO2024065526A1
Application number: PCT/CN2022/122911
Authority: WO
Inventors: 王泽政; 王凯; 李坤
Original assignee: 华为技术有限公司
Priority date: 2022-09-29
Filing date: 2022-09-29
Publication date: 2024-04-04

Abstract

Disclosed is an angle deviation correction method, comprising: when a vehicle is switched from a first mode to a second mode and a driver turns a steering wheel at a first moment, acquiring a first angle of the steering wheel relative to a median line; and if an absolute value of a first angle deviation between the steering wheel and a steering actuator is greater than a preset angle threshold, correcting the first angle deviation according to the first angle and a third angle to obtain a second angle deviation, wherein an absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is a difference between a second angle and the third angle, the second angle and the third angle are respectively an angle of the steering actuator relative to the median line at a second moment and an angle of the steering wheel relative to the median line at the second moment when the vehicle is in the first mode, and the second moment precedes the first moment. The driving experience can be improved while the driving safety is ensured. Also disclosed an angle deviation correction apparatus.

Description

A method and device for correcting angle deviation

Technical Field

The present application relates to the field of steering technology, and in particular to a method and device for correcting an angle deviation.

Background technique

With the rapid development of intelligent control technology and communication technology, the automatic driving of vehicles has been realized. Drive-by-wire chassis (i.e., vehicle chassis wire control) is a key factor in realizing automatic driving. The steering by wire (SbW) system is one of the main systems in the drive-by-wire chassis. Compared with the traditional electric power steering (EPS) system, the SbW system can make the steering wheel not follow the wheels when the vehicle is in automatic driving (the steering wheel is in a "silent" state at this time), so as to reduce the discomfort caused by the steering wheel following the vehicle during the automatic driving process. However, due to the existence of the "silent" state of the steering wheel, when the vehicle is in a turning state, the steering wheel and the steering actuator are not synchronized, that is, the angle of the steering wheel is different from the angle of the steering actuator, and there is a certain angle deviation between the steering wheel and the steering actuator. If the automatic driving mode is exited or the driver takes over the driving authority of the vehicle at this time, it will make it difficult for the driver to predict the vehicle's driving trajectory when driving, affecting driving safety and poor driving experience.

Summary of the invention

The present application provides a method and device for correcting an angle deviation, which relate to the field of steering technology and are used to improve driving experience while ensuring driving safety.

In order to achieve the above objectives, this application adopts the following technical solutions:

In a first aspect, a method for correcting an angle deviation is provided, the method being applied to a steering system, the steering system comprising a steering actuator and a direction control device, the direction control device comprising a steering wheel, the steering actuator being connected to the steering wheel, the method comprising: when the vehicle switches from a first mode to a second mode and the driver turns the steering wheel at a first moment, obtaining a first angle of the steering wheel relative to the median line, wherein in the first mode the steering actuator and the direction control device are decoupled, and in the second mode the steering actuator and the direction control device are coupled; if an absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, correcting the first angle deviation according to the first angle and the third angle to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the median line at the second moment and the angle of the steering wheel relative to the median line at the second moment when the vehicle is in the first mode, and the second moment is located before the first moment.

In the above technical scheme, if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, the first angle deviation is corrected to obtain the second angle deviation according to the first angle of the steering wheel at the first moment and the third angle at the second moment before the first moment, so that the corrected second angle deviation is less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

In a possible implementation of the first aspect, the first angle deviation is corrected according to the first angle and the third angle to obtain a second angle deviation, including: determining a correction step length according to the first angle, the third angle and a correction coefficient; and correcting the first angle deviation according to the correction step length to obtain the second angle deviation. In the above possible implementation, the first angle deviation is corrected according to the correction step length to obtain the second angle deviation, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

In a possible implementation of the first aspect, the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies: L = |θ1-θ3| × K. In the above possible implementation, the correction step length is determined according to the angle difference between the steering wheel at the current moment and the previous moment adjacent to the current moment. When the first angle deviation is corrected according to the correction step length, the angle deviation between the steering wheel and the steering actuator is reduced, so that the driver can predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

In a possible implementation of the first aspect, the first angle deviation is corrected according to the correction step length to obtain the second angle deviation, including: if the first angle deviation is greater than zero, the difference between the first angle deviation and the correction step length is used to correct the first angle deviation to obtain the second angle deviation; if the first angle deviation is less than zero, the sum of the first angle deviation and the correction step length is used to correct the first angle deviation to obtain the second angle deviation. In the above possible implementation, the first angle deviation is corrected according to the correction step length, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

In a possible implementation of the first aspect, the first angle deviation is corrected according to the correction step to obtain the second angle deviation, and further includes: correcting the first angle deviation according to the first angle and the third angle to obtain the third angle deviation; if the absolute value of the third angle deviation is greater than the preset angle threshold, obtaining the fourth angle of the steering wheel relative to the midline at a third moment, the third moment being the next moment of the first moment; correcting the third angle deviation to the second angle deviation through at least one correction according to the fourth angle and the first angle. In the above possible implementation, the third angle deviation is corrected to the second angle deviation through multiple corrections, which reduces the angle deviation between the steering wheel and the steering actuator, so that the driver can predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

In a possible implementation of the first aspect, the method further includes: determining a return torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; determining an enhanced return torque according to the return torque coefficient; and adjusting the angle of the steering wheel relative to the center line according to the enhanced return torque. In the above possible implementation, the steering center sense is enhanced to improve the vehicle's ability to keep going straight.

In a possible implementation of the first aspect, the steering wheel's return torque coefficient is K _AR , the steering wheel's return torque is T _AR , and the steering wheel's enhanced return torque T _EAR satisfies: T _EAR = T _AR × K _AR . In the above possible implementation, the angle of the steering wheel relative to the center line is adjusted according to the enhanced return torque to enhance the steering center feel and improve the vehicle's ability to keep going straight.

In a possible implementation of the first aspect, the method further includes: if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, issuing a prompt message, the prompt message being used to indicate that the vehicle is correcting the angle deviation. In the above possible implementation, the driving experience is improved.

In a possible implementation of the first aspect, the method further includes: when the vehicle is in the first mode and there is an angle between the steering actuator and the steering wheel, acquiring the second angle and the third angle. In the above possible implementation, the first angle deviation can be determined according to the difference between the second angle and the third angle, which facilitates the subsequent correction of the first angle deviation.

In a second aspect, a device for correcting an angle deviation is provided, which is applied to a steering system. The steering system includes a steering actuator and a direction control device. The direction control device includes a steering wheel. The steering actuator is connected to the steering wheel. The device includes: an acquisition unit, which is used to acquire a first angle of the steering wheel relative to the median line when the vehicle switches from a first mode to a second mode and the driver turns the steering wheel at a first moment, wherein the steering actuator and the direction control device are decoupled in the first mode and coupled in the second mode; a correction unit, which is used to correct the first angle deviation according to the first angle and the third angle to obtain a second angle deviation if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the median line at the second moment and the angle of the steering wheel relative to the median line at the second moment when the vehicle is in the first mode, and the second moment is located before the first moment.

In a possible implementation manner of the second aspect, the correction unit is further used to: determine a correction step size according to the first angle, the third angle and a correction coefficient; and correct the first angle deviation according to the correction step size to obtain the second angle deviation.

In a possible implementation manner of the second aspect, the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies: L=|θ1-θ3|×K.

In a possible implementation of the second aspect, the correction unit is also used to: if the first angle deviation is greater than zero, use the difference between the first angle deviation and the correction step to correct the first angle deviation to obtain the second angle deviation; if the first angle deviation is less than zero, use the sum of the first angle deviation and the correction step to correct the first angle deviation to obtain the second angle deviation.

In a possible implementation of the second aspect, the correction unit is also used to: correct the first angle deviation according to the first angle and the third angle to obtain a third angle deviation; if the absolute value of the third angle deviation is greater than the preset angle threshold, obtain a fourth angle of the steering wheel relative to the center line at a third moment, and the third moment is the next moment of the first moment; based on the fourth angle and the first angle, correct the third angle deviation to the second angle deviation through at least one correction.

In a possible implementation of the second aspect, the device also includes: a determination unit, used to determine the steering wheel's return torque coefficient based on the angular deviation between the steering wheel and the steering actuator; the determination unit, also used to determine an enhanced return torque based on the return torque coefficient; and an adjustment unit, used to adjust the angle of the steering wheel relative to the center line based on the enhanced return torque.

In a possible implementation manner of the second aspect, the return torque coefficient of the steering wheel is K _AR , the return torque of the steering wheel is T _AR , and the enhanced return torque T _EAR of the steering wheel satisfies: T _EAR =T _AR ×K _AR .

In a possible implementation of the second aspect, the device also includes: a sending unit, used to send a prompt message if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, and the prompt message is used to indicate that the vehicle is correcting the angle deviation.

In a possible implementation manner of the second aspect, the acquisition unit is further used to: when the vehicle is in the first mode and there is an angle between the steering actuator and the steering wheel, acquire the second angle and the third angle.

In a third aspect, a steering system is provided, which includes a steering actuator, a direction control device and a main controller, wherein the steering actuator is connected to the direction control device, and the main controller is an angle deviation correction device provided by the above-mentioned second aspect or any possible implementation of the second aspect.

In a fourth aspect, a vehicle is provided, which includes a steering system, the steering system including a steering actuator, a direction control device and a main controller, the steering actuator is connected to the direction control device, and the main controller is an angle deviation correction device provided by the second aspect or any possible implementation of the second aspect.

In another aspect of the present application, a computer-readable storage medium is provided, the computer-readable storage medium comprising computer instructions, and when the computer instructions are run on an angle deviation correction device, the relevant steps in the above method embodiment are executed.

In another aspect of the present application, a computer program product comprising instructions is provided. When the computer program product is run on a computer device, the device for correcting the angle deviation executes the relevant steps in the above method embodiment.

It can be understood that the above-mentioned angle deviation correction device, steering system, vehicle, computer-readable storage medium and computer program product can be used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram of a steering wheel in a silent state;

FIG2 is a schematic diagram of a steering wheel and a wheel;

FIG3 is a schematic structural diagram of a steering system provided in an embodiment of the present application;

FIG4 is a flow chart of a method for correcting an angle deviation provided in an embodiment of the present application;

FIG5 is a schematic diagram of another process of angle deviation correction provided by an embodiment of the present application;

FIG6 is a schematic diagram of a flow chart of a neutral position sense auxiliary function provided in an embodiment of the present application;

FIG7 is a schematic diagram of a flow chart of an angle deviation correction and neutral position sense auxiliary function provided in an embodiment of the present application;

FIG8 is a schematic diagram of the structure of an angle deviation correction device provided in an embodiment of the present application.

Detailed ways

In this application, "at least one" means one or more, and "more" means two or more. "And/or" describes the association relationship of the associated objects, indicating that there may be three relationships. For example, A and/or B can mean: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character "/" generally indicates that the associated objects before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, a-b, a-c, b-c, or a-b-c, where a, b, c can be single or multiple. In addition, the embodiments of the present application use words such as "first" and "second" to distinguish between the same items or similar items with basically the same functions and effects. For example, the first threshold and the second threshold are only for distinguishing different thresholds, and their order is not limited. Those skilled in the art can understand that the words "first", "second", etc. do not limit the quantity and execution order.

It should be noted that, in this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

Before introducing the embodiments of the present application, relevant knowledge of the steer-by-wire system is first introduced.

With the rapid development of intelligent control technology and communication technology, the automatic driving of vehicles has been realized. Drive-by-wire chassis (i.e., vehicle chassis wire control) is a key factor in realizing automatic driving. The steering by wire (SbW) system is one of the main systems in the drive-by-wire chassis. The SbW system includes a direction control device (also known as a steering wheel assembly), a steering execution assembly, and a controller, etc., wherein the direction control device may include a steering wheel, and the steering execution assembly may include a steering actuator (i.e., a wheel). Compared with the traditional electric power steering (EPS) system, the SbW system can make the steering wheel not follow the wheel when the vehicle is driving automatically (the steering wheel is in a "silent" state at this time), so as to reduce the discomfort caused by the steering wheel following the vehicle during the automatic driving process. However, due to the existence of the "silent" state of the steering wheel, when the vehicle is in a turning state, the steering wheel is not synchronized with the steering actuator, that is, the angle of the steering wheel is different from the angle of the steering actuator, and there is a certain angle deviation between the steering wheel and the steering actuator. If the automatic driving mode is exited or the driver takes over the driving authority of the vehicle at this time, it will be difficult for the driver to predict the vehicle's driving trajectory while driving, affecting driving safety and poor driving experience. Figure 1 is a schematic diagram of a steering wheel in a silent state. Figure 1 includes a steering wheel and a wheel. It can be seen from Figure 1 that when the wheel is in a turning state, the steering wheel is in the middle position. At this time, the angle between the wheel and the midline of the vehicle is θ1, and the steering wheel coincides with the midline, that is, the angle of the steering wheel relative to the midline is 0°, and the angle between the steering wheel and the wheel is θ1, that is, the angle deviation between the steering wheel and the wheel is θ1. At present, the following two schemes are used to reduce the angle deviation.

Solution 1: After the autonomous driving mode is exited or the driver takes over the driving authority of the vehicle, the wheels are kept stationary and the steering wheel is turned until the angle of the steering wheel coincides with the angle of the steering actuator, and then the wheels begin to move to reduce the angle deviation between the steering wheel and the steering actuator. However, this solution will cause the driver to make unexpected turns, resulting in a poor driving experience.

Solution 2: After the automatic driving mode is exited or the driver takes over the driving authority of the vehicle, the angle deviation is maintained until the next ignition cycle, and the angle deviation is eliminated in the next ignition cycle. However, in the current ignition cycle, due to the existence of the angle deviation, the steering wheel may not be in the middle position when the vehicle is in a straight state, making it difficult for the driver to judge the vehicle's driving trajectory, affecting driving safety and poor driving experience.

Figure 2 is a schematic diagram of a steering wheel and a wheel during manual driving. It can be seen from Figure 2 that the vehicle is in a straight-ahead state and the steering wheel is not in the middle position. At this time, the angle of the wheel relative to the vehicle's midline is 0°, the angle of the steering wheel relative to the midline is θ1, and the angle between the steering wheel and the wheel is θ1, that is, the angular deviation between the steering wheel and the wheel is θ1.

Based on this, an embodiment of the present application provides a method for correcting an angle deviation, which is applied to a steering system, wherein the steering system includes a steering actuator and a direction control device, wherein the direction control device includes a steering wheel, and the method includes: when the vehicle switches from a first mode to a second mode, and after the driver turns the steering wheel at a first moment, obtaining a first angle of the steering wheel relative to the median line, wherein in the first mode, the steering actuator and the direction control device are decoupled, and in the second mode, the steering actuator and the direction control device are coupled; if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, then according to the first angle and the third angle, correcting the first angle deviation to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the median line at the second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the median line at the second moment, and the second moment is located before the first moment. In this method, when the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, the first angle deviation between the steering wheel and the steering actuator is corrected to obtain a second angle deviation based on the first angle of the steering wheel at the first moment and the third angle at the second moment before the first moment, so that the corrected second angle deviation is less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's driving trajectory and ensuring driving safety; further, the driving experience is improved.

The structure of the wire control steering system is described below. FIG3 is a schematic diagram of the structure of a steering system provided in an embodiment of the present application, and the steering system may include a direction control device 01 , a steering execution assembly 02 , a main controller 03 and a power supply 04 .

Among them, the direction control device 01 can also be called a steering wheel assembly. The direction control device 01 can be used to collect the angle and the return torque of the steering wheel. For example, the direction control device 01 can include a steering wheel, an angle sensor and a torque sensor. The angle sensor can be used to collect the angle of the steering wheel at different times. The angle can include the steering angle of the steering wheel. The angle can be the angle of the steering wheel relative to the center line of the vehicle; the torque sensor can be used to collect the return torque of the steering wheel at different times. The direction control device 01 is also used to convert the collected angle and return torque into digital signals and send them to the main controller 03. For example, the direction control device 01 can include a signal processing module. The signal processing module can be used to convert the collected angle and return torque into digital signals and send them to the main controller 03. The direction control device 01 is also used to send a signal to the steering execution assembly 02. For example, the signal can be an angle signal. The direction control device 01 is also used to receive the control signal of the main controller 03 and rotate according to the control signal. For example, the direction control device 01 may also include a self-aligning torque motor. The control signal may include a self-aligning torque signal. The self-aligning torque motor can be used to receive the self-aligning torque signal sent by the main controller 03 and generate a self-aligning torque of the steering wheel according to the self-aligning torque signal to drive the steering wheel to rotate.

The steering actuator assembly 02 can be used to receive the signal sent by the direction control device 01 and respond to the signal. For example, the steering actuator assembly 02 can include a steering actuator, which can include a pinion, a rack and a steering motor. The pinion can respond to the signal and control the rotation of the steering actuator through the pinion, the rack and the steering motor (also called a power motor), that is, control the deflection angle of the steering actuator. The steering actuator assembly 02 is also used to collect angles. For example, the steering actuator assembly 02 can also include an angle sensor. The angle sensor can be used to collect the angle of the steering actuator at different times. The angle can be the angle of the steering actuator relative to the median line. For example, the angle can be the angle of the pinion of the steering actuator relative to the median line (also called an absolute angle). The steering actuator assembly 02 is also used to receive a control signal from the main controller 03 and rotate according to the control signal. For example, the steering actuator assembly 02 can also include a steering motor controller. The steering motor controller can be used to receive a control signal from the main controller 03 and control the steering motor to rotate according to the control signal to control the steering actuator to rotate. The steering actuator may also be a front wheel steering actuator, and the steering actuator is a wheel.

The main controller 03 is the control center of the wire-controlled steering system, and uses various interfaces and lines to connect various parts of the entire device. For example, the main controller 03 can be connected to the power supply 04 through an interface, and the main controller 03 can be connected to the direction control device 01 and the steering execution assembly 02 through interfaces. The main controller 03 can be used to receive indication information, and the indication information can include driving state indication information and angle indication information of the vehicle. The driving state indication information can be used to indicate the driving state of the vehicle, for example, the driving state can include automatic driving and manual driving; the angle indication information can be used to indicate the angle, for example, the angle can include the steering angle of the steering wheel and the steering actuator. The main controller 03 is also used to process and analyze the received indication information to determine the driving state or running state of the vehicle. The main controller 03 is also used to control the direction control device 01 and the steering execution assembly 02 according to the angle indication information. For example, the main controller 03 is also used to generate a control signal according to the angle indication information, and control the return force motor in the direction control device 01 and the steering motor in the steering execution assembly 02 to rotate according to the control signal.

The power supply 04 may be used to provide power to various components of the steer-by-wire system. The power supply 04 may include a power management system, one or more power supplies, or other components associated with generating, managing, and distributing power for the steer-by-wire system.

Optionally, the steer-by-wire system may further include an automatic fault handling system 05. The automatic fault handling system 05 may be used to handle different fault forms and fault levels accordingly, thereby ensuring the normal operation of the vehicle to the greatest extent possible.

Those skilled in the art will appreciate that the structure of the steering system shown in FIG. 3 does not constitute a limitation on the steer-by-wire system and may include more or fewer components than shown, or a combination of certain components, or a different arrangement of components.

The following is a detailed description of the angle deviation correction method provided in the embodiment of the present application based on the wire control steering system shown in FIG. 3 .

FIG4 is a flow chart of a method for correcting an angle deviation provided in an embodiment of the present application, the method comprising:

S401: When the vehicle switches from the first mode to the second mode and after the driver turns the steering wheel at a first moment, a first angle of the steering wheel relative to the center line is obtained, wherein in the first mode the steering actuator and the direction control device are decoupled, and in the second mode the steering actuator and the direction control device are coupled.

The first mode is an automatic driving mode, which may include an assisted driving mode, a semi-automatic driving mode and a fully automatic driving mode. In the first mode, the steering actuator and the direction control device are decoupled, that is, in the first mode, the steering wheel in the direction control device does not rotate with the steering actuator.

Secondly, the second mode is the manual driving mode, which can be the mode after the vehicle exits the automatic driving mode or the driver takes over the steering wheel. In the second mode, the steering actuator is coupled with the direction control device, that is, in the second mode, the steering actuator is synchronized with the direction control device, that is, the steering actuator rotates following the steering wheel in the direction control device.

Furthermore, the median line is a line connecting the midpoints of the front end and the rear end of the vehicle. The median line can also be called a center line.

Specifically, the first angle of the steering wheel can be obtained by an angle sensor in the direction control device. The first moment can be the moment when the driver changes the steering wheel angle for the first time when the vehicle switches from the first mode to the second mode. At this time, the first moment is the current moment of the vehicle. For example, the moment when the vehicle switches from the automatic driving mode to the manual driving mode is T0. At T0, the driver does not change the steering wheel angle. At T1, the driver turns the steering wheel. The T1 moment is the first moment.

S402: If the absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, the first angle deviation is corrected according to the first angle and the third angle to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the center line at a second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the center line at the second moment, and the second moment is before the first moment.

The second moment may be a moment in the first mode. For example, in a possible implementation, the second moment may be a moment when the vehicle switches from the first mode to the second mode.

Before step S401, the method may further include: when the vehicle is in the first mode and there is an angle between the steering actuator and the steering wheel, obtaining a second angle of the steering actuator relative to the center line and a third angle of the steering wheel relative to the center line.

Specifically, the second angle of the actuator relative to the midline can be obtained through an angle sensor in the steering actuator assembly, and the third angle of the steering wheel relative to the midline can be obtained through an angle sensor in the direction control device.

Among them, since the wire control steering system can make the steering wheel in a "silent" state when the vehicle is in the automatic driving mode, that is, the steering wheel does not follow the wheels. When the vehicle is in a turning state, the steering wheel and the steering actuator are not synchronized, that is, the angle of the steering actuator is different from the angle of the steering wheel, so that there is an angle between the steering actuator and the steering wheel, that is, there is an angle deviation between the steering actuator and the steering wheel. At this time, the angle of the steering actuator relative to the median line can be the second angle θ2, and the angle of the steering wheel relative to the median line can be the third angle θ3. The second angle θ2 is different from the third angle θ3, and the difference between the second angle θ2 and the third angle θ3 is the first angle deviation between the steering actuator and the steering wheel.

The preset angle threshold may be the maximum angle deviation that the vehicle can withstand, for example, the preset angle threshold may be 10°, and different vehicles correspond to different preset angle thresholds. The preset angle threshold may be set according to actual needs and the experience of relevant staff, and the present application embodiment does not make specific limitations on this.

In actual application, when the vehicle switches from the automatic driving mode to the manual driving mode, the wheels of the vehicle follow the steering wheel to rotate, that is, the steering actuator is synchronized with the steering wheel. For example, when the driver gives the steering wheel a rotation angle, the steering actuator also rotates at the same angle, that is, in the manual driving mode, no additional angle deviation will be generated between the steering actuator and the steering wheel. However, in the automatic driving mode, the first angle deviation between the steering actuator and the steering wheel still exists.

In addition, the first angle deviation is the difference between the second angle θ2 and the third angle θ3. The first angle deviation θd1 satisfies formula (1):

θd1＝θ2-θ3 (1)

When the second angle θ2 is greater than the third angle θ3, the first angle deviation θd1 is greater than 0, that is, the first deviation is a positive number; when the second angle θ2 is less than the third angle θ3, the first angle deviation θd1 is less than 0, that is, the first deviation is a negative number.

Because the driver turns the steering wheel at the first moment, the first angle of the steering wheel at the first moment is different from the third angle of the steering wheel at the second moment, that is, there is a first angle difference between the first angle of the steering wheel at the first moment and the third angle of the steering wheel at the second moment. For example, the first angle difference may be 5°.

In addition, when the absolute value of the first angle deviation θd1 is greater than the preset angle threshold, it indicates that the angle deviation correction function is enabled, that is, the steer-by-wire system turns on the angle deviation correction. The correction process of the first angle deviation is described below.

Further, according to the first angle and the third angle, the first angle deviation is corrected to obtain the second angle deviation, that is, according to the first angle of the steering wheel at the first moment and the third angle at the second moment, the first angle deviation is corrected to obtain the second angle deviation. Specifically, according to the first angle, the third angle and the correction coefficient, a correction step length is determined; according to the correction step length, the first angle deviation is corrected to obtain the second angle deviation.

The correction step length is determined according to the absolute value of the difference between the first angle θ1 and the third angle θ3 of the steering wheel and the correction coefficient K. The correction step length L satisfies formula (2):

L＝|θ1-θ3|×K (2)

In addition, the correction coefficient K is related to the preset angle threshold. The correction coefficient K can be set according to the expected correction speed. When the correction condition is met, the larger the correction coefficient K, the faster the correction speed of the first angle deviation; the smaller the correction coefficient K, the slower the correction speed of the first angle deviation. The correction coefficient K can be set according to actual needs and the experience of relevant staff, and the embodiment of the present application does not make specific limitations on this.

It can be seen from formula (2) that when there is an angle difference between the angle of the steering wheel at the first moment and the angle at the second moment, the wire steering system can correct the angle deviation. For example, in a possible embodiment, the moment when the vehicle switches from the automatic driving mode to the manual driving mode is the second moment T2, at which time the angle of the steering wheel is the third angle θ3, and at the moment T1 after the vehicle is in the manual driving mode, the driver does not change the angle of the steering wheel, and at this time the angle of the steering wheel is still the third angle θ3, that is, the angle of the steering wheel at the second moment T2 and the moment T1 is the same, and there is no angle difference, and at this time, the wire steering system does not correct the first angle deviation.

Further, the first angle deviation is corrected according to the correction step length to obtain the second angle deviation, including: if the first angle deviation θd1 is greater than zero, the first angle deviation θd1 is corrected using the difference between the first angle deviation θd1 and the correction step length L to obtain the second angle deviation θd2, and the second angle deviation θd2 satisfies formula (3):

θd2＝θd1-L (3)

If the first angle deviation θd1 is less than zero, the sum of the first angle deviation θd1 and the correction step length L is used to correct the first angle deviation θd1 to obtain the second angle deviation θd2. The second angle deviation θd2 satisfies formula (4):

θd2＝θd1+L (4)

Further, according to the correction step, the first angle deviation is corrected to obtain the second angle deviation, and further includes: according to the first angle and the third angle, the first angle deviation is corrected to obtain the third angle deviation.

In a possible embodiment, if the absolute value of the third angle deviation is less than or equal to the preset angle threshold, at this time, the third angle deviation is equal to the second angle deviation, and the correction is stopped. In this embodiment, through one correction, the angle deviation between the steering actuator and the steering wheel is less than or equal to the preset angle threshold, the angle deviation between the steering wheel and the steering actuator is reduced, so that the driver can predict the driving trajectory of the vehicle, ensure driving safety, and improve the driving experience; on the other hand, through one correction, the angle deviation between the steering wheel and the steering actuator meets the driving requirements of the vehicle, which improves the speed and efficiency of the correction.

In another possible embodiment, if the absolute value of the third angle deviation is greater than the preset angle threshold, the driver obtains a fourth angle of the steering wheel relative to the midline after turning the steering wheel at a third moment, and the third moment is the next moment of the first moment; based on the fourth angle and the first angle, the third angle deviation is corrected to the second angle deviation through at least one correction, that is, based on the fourth angle at the current moment and the first angle at the previous moment adjacent to the current moment, the third angle deviation is corrected to the second angle deviation through at least one correction.

The third moment T3 is the next moment adjacent to the first moment T1, and the first moment T1 is the previous moment adjacent to the third moment T3. At this time, the third moment T3 is the current moment of the vehicle. Specifically, at the third moment T3, the driver turns the steering wheel so that the fourth angle θ4 at the third moment T3 and the first angle θ1 at the first moment T1 have a second angle difference.

In practical applications, the first angle difference and the second angle difference may be the same or different. In a first possible implementation, the second angle difference may be equal to the first angle difference, for example, the first angle difference is equal to the second angle difference and both are 5°. Since the first angle difference is equal to the second angle difference and the correction coefficient K is a constant, the correction step lengths during the two corrections are equal, and the correction is a linear correction at this time. In a second possible implementation, the second angle difference may not be equal to the first angle difference, for example, the first angle difference may be equal to 5° and the second angle difference may be equal to 10°. The embodiments of the present application do not specifically limit this.

Specifically, the third angle deviation is corrected to the second angle deviation through at least one correction based on the fourth angle θ4 at the third moment T3 (current moment) of the vehicle and the first angle θ1 at the first moment T1 (previous moment adjacent to the current moment). The correction process of the third angle deviation is similar to the correction process of the first angle deviation, which will not be repeated here.

In this embodiment, multiple corrections are performed to make the angle deviation between the steering actuator and the steering wheel less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's driving trajectory, ensuring driving safety and improving the driving experience.

In a possible embodiment, the method further includes: determining a self-aligning torque coefficient of the steering wheel according to the angle deviation between the steering wheel and the steering actuator; determining an enhanced self-aligning torque according to the self-aligning torque coefficient; and adjusting the angle of the steering wheel relative to the midline according to the enhanced self-aligning torque. The self-aligning torque coefficient may also be referred to as an active self-aligning torque enhancement coefficient, and the enhanced self-aligning torque may be referred to as an enhanced active self-aligning torque.

Among them, the righting torque coefficient corresponding to the steering wheel is different at different times. When the wire-controlled steering system needs to enhance the steering neutral feel, the wire-controlled steering system can obtain the righting torque coefficient in the following ways: First, the righting torque coefficient can be obtained by looking up a table. For example, the wire-controlled steering system looks up a table based on the angular deviation of the vehicle at different times to obtain the righting torque coefficient of the steering wheel at different times; second, the righting torque coefficient can be obtained by calculation. In practical applications, the position information of the at least two sensors can also be obtained by any of the above two methods, and the embodiments of the present application do not impose specific restrictions on this.

The following takes the first moment as an example to illustrate the calculation process of the self-aligning torque coefficient and the determination process of the enhanced self-aligning torque.

Since the steering wheel's return torque coefficient K _AR satisfies formula (5):

Among them, θ _max is the maximum angular deviation between the steering actuator and the steering wheel, and θ _d is the angular deviation between the steering actuator and the steering wheel.

Then the steering wheel's self-aligning torque coefficient at the first moment is K _AR1 , which satisfies formula (6):

Wherein, θ _d1 is the angle deviation between the steering actuator and the steering wheel at the first moment. Since the enhanced self-aligning torque T _EAR of the steering wheel satisfies formula (7):

T _EAR ＝T _AR ×K _AR (7)

Wherein, T _AR is the self-aligning torque of the steering wheel. Then the enhanced self-aligning torque T _EAR1 of the steering wheel at the first moment satisfies formula (8):

_TEAR1 ＝ _TAR1 × _KAR1 (8)

Wherein, T _AR1 is the self-aligning torque of the steering wheel at the first moment. The calculation process of the self-aligning torque coefficient at other moments except the first moment and the determination process of the enhanced self-aligning torque are similar to the calculation process of the self-aligning torque coefficient at the first moment and the determination process of the enhanced self-aligning torque, and are not repeated here.

In this embodiment, the active return torque can be enhanced to adjust the angle of the steering wheel relative to the center line, so as to enhance the steering center feel and improve the vehicle's ability to keep going straight.

Furthermore, the method further includes: if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, a prompt message is issued, and the prompt message is used to indicate that the vehicle is correcting the angle deviation. For example, the prompt message can be text or a certain sign. Specifically, the instrument prompts the driver with text or a sign that "the wire-controlled steering system is correcting the angle deviation, please drive carefully".

For ease of understanding, the present technical solution is introduced and explained below by taking the flowcharts shown in FIG. 5 , FIG. 6 , and FIG. 7 as examples.

FIG5 is a flow chart of an angle deviation correction process provided by an embodiment of the present application. S1: When the vehicle is in the automatic driving mode and there is an angle between the steering actuator and the steering wheel, obtain the first angle θ1 of the steering actuator relative to the midline and the second angle θ2 of the steering wheel relative to the midline (i.e., obtain the first angle θ1 of the actuator and the second angle θ2 of the steering wheel); S2: When the vehicle switches from the automatic driving mode to the manual driving mode, and after the driver turns the steering wheel at the first moment, obtain the third angle θ3 of the steering wheel relative to the midline (i.e., obtain the third angle θ3 of the steering wheel); S3: According to the difference between the first angle θ1 and the second angle θ2, determine the first angle deviation θd1 between the steering wheel and the steering actuator (i.e., determine the first angle deviation θd1 according to the difference between the first angle θ1 and the second angle θ2); S4: Compare whether θd1 is less than or equal to the preset angle threshold. If θd1 is less than or equal to the preset angle threshold (i.e., it is ), then the process ends. If θd1 is greater than the preset angle threshold (ie, no), execute S5; S5: calculate the difference Δθ between the third angle θ3 of the steering wheel at the first moment and the second angle θ2 at the previous moment adjacent to the first moment; S6: determine the correction step L at the first moment according to the product of the difference Δθ and the correction coefficient; S7: compare whether θd1 is greater than zero. If θd1 is greater than zero (ie, yes), execute S8; if θd1 is less than zero (ie, no), execute S9: S8: obtain the second angle deviation θd2 according to the difference between the first angle deviation θd1 and the correction step L; S9: obtain the second angle deviation θd2 according to the sum of the first angle deviation θd1 and the correction step L; judge the size relationship between the second angle deviation θd2 and the preset angle threshold, and perform similar operations as above until the angle deviation between the actuator angle and the steering wheel is less than or equal to the preset angle threshold, then stop correction.

FIG6 is a flow chart of a neutral position assist function provided in an embodiment of the present application. S1: When the vehicle is in the automatic driving mode and there is an angle between the steering actuator and the steering wheel, obtain the first angle θ1 of the steering actuator relative to the neutral line and the second angle θ2 of the steering wheel relative to the neutral line (i.e., obtain the first angle θ1 of the actuator and the second angle θ2 of the steering wheel); S2: Determine the first angle deviation θd1 according to the difference between the first angle θ1 and the second angle θ2; S3: Determine whether the angle deviation correction is enabled (i.e., compare whether θd1 is less than or equal to the preset angle threshold), if θd1 is less than or equal to the preset angle threshold, (i.e., yes), then end, if θd1 is greater than the preset angle threshold, (i.e., no), then execute S4; S4: Calculate the self-aligning torque coefficient as K _AR ,

S5: Calculate the enhanced return torque T _EAR , T _EAR =T _AR ×K _AR ; S6: Adjust the angle of the steering wheel relative to the midline according to the enhanced return torque T _EAR ; Determine the magnitude relationship between the angle deviation at the next moment and the preset angle threshold, perform similar operations as above until the angle deviation between the actuator angle and the steering wheel is less than or equal to the preset angle threshold, then end.

Figure 7 is a flow chart of an angle deviation correction and neutral sense assistance function provided in an embodiment of the present application. S1: When the vehicle is in the automatic driving mode and there is an angle between the steering actuator and the steering wheel, obtain the first angle θ1 of the steering actuator relative to the neutral line and the second angle θ2 of the steering wheel relative to the neutral line (i.e., obtain the signal); S2: According to the difference between the first angle θ1 and the second angle θ2, determine the first angle deviation θd1, compare whether θd1 is less than or equal to the preset angle threshold (i.e., conditional judgment), if θd1 is greater than the preset angle threshold (i.e., yes), execute S3 to S7, if θd1 is less than or equal to the preset angle threshold (i.e., no), end; S3: Calculate Calculate the difference Δθ between the third angle θ3 of the steering wheel at the first moment and the second angle θ2 at the previous moment adjacent to the first moment, and determine the correction step length L at the first moment (i.e., correction step length calculation) according to the product of the difference Δθ and the correction coefficient; S4: If θd1 is greater than zero, then the second angle deviation θd2 is obtained according to the difference between the first angle deviation θd1 and the correction step length L; if θd1 is less than zero, the second angle deviation θd2 (i.e., correction angle deviation) is obtained according to the sum of the first angle deviation θd1 and the correction step length L; S5: Calculate the self-aligning torque coefficient; S6: Calculate the enhanced self-aligning torque; S7: Correction result judgment. Among them, S3 and S4 are angle deviation correction, and S5 and S6 are neutral sense auxiliary functions.

In an embodiment of the present application, the first angle deviation is corrected to obtain the second angle deviation based on the third angle of the steering wheel at the first moment and the second angle at the previous moment adjacent to the first moment, so that the corrected second angle deviation is less than or equal to the preset angle threshold, thereby reducing the angle deviation between the steering wheel and the steering actuator, allowing the driver to predict the vehicle's driving trajectory and ensure driving safety; further, the driving experience is improved.

It is understandable that, in order to realize the above functions, the angle deviation correction device includes hardware structures and/or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the steps of the voltage regulation methods of each example described in the embodiments of this document, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

The embodiment of the present application can divide the functional modules of the angle deviation correction device according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

In the case of dividing each functional module according to each function, FIG8 shows a possible structural diagram of an angle deviation correction device involved in the above embodiment, and the angle deviation correction device includes: an acquisition unit 101 and a correction unit 102. The acquisition unit 101 is used to support the correction device to perform one or more steps of S401 and S402 in the above method embodiment; the correction unit 102 is used to support the correction device to perform S403 in the above method embodiment.

Optionally, the correction device may further include: a determination unit 103, an adjustment unit 104 and a sending unit 105. The determination unit 103 is used to determine the steering wheel's return torque coefficient according to the angle deviation between the steering wheel and the steering actuator; and to determine the enhanced return torque according to the return torque coefficient; the adjustment unit 104 is used to adjust the angle of the steering wheel relative to the midline according to the enhanced return torque; the sending unit 105 is used to send a prompt message when the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, and the prompt message is used to indicate that the vehicle is correcting the angle deviation.

In hardware implementation, the acquisition unit 101 may be an angle sensor in the steer-by-wire system shown in Fig. 3, and the correction unit 102, the determination unit 103, the adjustment unit 104 and the sending unit 105 may be a main controller in the steer-by-wire system shown in Fig. 3. For a detailed description of the steer-by-wire system, please refer to the detailed description in Fig. 3, and the embodiments of the present application will not be described in detail here.

It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here. The device provided in the embodiment of the present application is used to perform the corresponding functions in the above embodiment, so it can achieve the same effect as the above control method.

In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for the device to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks or optical disks.

On the other hand, the present application provides a steering system, which includes a steering actuator, a direction control device and a main controller. The steering actuator is connected to the direction control device. The main controller is used to execute the relevant steps in the above method embodiment. The main controller can be the main controller provided in Figure 3 above.

In another aspect of the present application, a vehicle is provided, which includes a steering system, the steering system including a steering actuator, a direction control device and a main controller, the steering actuator is connected to the direction control device, the main controller is used to execute the relevant steps in the above method embodiment, and the main controller can be the main controller provided in Figure 3 above.

Finally, it should be noted that the above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

A method for correcting an angle deviation, characterized in that it is applied to a steering system, wherein the steering system comprises a steering actuator and a direction control device, wherein the direction control device comprises a steering wheel, and the method comprises:

When the vehicle switches from the first mode to the second mode and the driver turns the steering wheel at a first moment, obtaining a first angle of the steering wheel relative to the midline, wherein the steering actuator and the direction control device are decoupled in the first mode and coupled in the second mode;

If the absolute value of a first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, the first angle deviation is corrected according to the first angle and the third angle to obtain a second angle deviation, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the midline at a second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the midline at the second moment, and the second moment is before the first moment.
The method according to claim 1, characterized in that the step of correcting the first angle deviation according to the first angle and the third angle to obtain the second angle deviation comprises:

Determining a correction step length according to the first angle, the third angle and a correction coefficient;

The first angle deviation is corrected according to the correction step length to obtain the second angle deviation.
The method according to claim 2, characterized in that the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies:

L = |θ1-θ3|×K.
The method according to claim 2 or 3, characterized in that the step of correcting the first angle deviation according to the correction step to obtain the second angle deviation comprises:

If the first angle deviation is greater than zero, using the difference between the first angle deviation and the correction step length to correct the first angle deviation to obtain the second angle deviation;

If the first angle deviation is less than zero, the first angle deviation is corrected using the sum of the first angle deviation and the correction step length to obtain the second angle deviation.
The method according to any one of claims 1 to 4, characterized in that the step of correcting the first angle deviation according to the correction step length to obtain the second angle deviation further comprises:

According to the first angle and the third angle, correct the first angle deviation to obtain a third angle deviation;

If the absolute value of the third angle deviation is greater than the preset angle threshold, obtaining a fourth angle of the steering wheel relative to the midline at a third moment, the third moment being a moment next to the first moment;

The third angle deviation is corrected to the second angle deviation through at least one correction according to the fourth angle and the first angle.
The method according to any one of claims 1 to 5, characterized in that the method further comprises:

Determining a self-aligning torque coefficient of the steering wheel according to the angular deviation between the steering wheel and the steering actuator;

Determining an enhanced self-aligning torque according to the self-aligning torque coefficient;

The angle of the steering wheel relative to the midline is adjusted according to the enhanced self-aligning torque.
The method according to claim 6, characterized in that the steering wheel's return torque coefficient is K AR , the steering wheel's return torque is T AR , and the steering wheel's enhanced return torque T EAR satisfies:

T EAR =T AR ×K AR .
The method according to any one of claims 1 to 7, characterized in that the method further comprises:

If the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, a prompt message is issued, where the prompt message is used to indicate that the vehicle is correcting the angle deviation.
The method according to any one of claims 1 to 9, characterized in that the method further comprises:

When the vehicle is in the first mode and there is an angle between the steering actuator and the steering wheel, the second angle and the third angle are acquired.
A device for correcting an angle deviation, characterized in that it is applied to a steering system, wherein the steering system comprises a steering actuator and a direction control device, wherein the direction control device comprises a steering wheel, and the device comprises:

an acquisition unit, configured to acquire a first angle of the steering wheel relative to the midline when the vehicle switches from the first mode to the second mode and the driver turns the steering wheel at a first moment, wherein the steering actuator and the direction control device are decoupled in the first mode and coupled in the second mode;

A correction unit is used to correct the first angle deviation between the steering wheel and the steering actuator according to the first angle and the third angle to obtain a second angle deviation if the absolute value of the first angle deviation between the steering wheel and the steering actuator is greater than a preset angle threshold, wherein the absolute value of the second angle deviation is less than or equal to the preset angle threshold, the first angle deviation is the difference between the second angle and the third angle, the second angle and the third angle are respectively the angle of the steering actuator relative to the midline at the second moment when the vehicle is in the first mode, and the angle of the steering wheel relative to the midline at the second moment, and the second moment is before the first moment.
The device according to claim 10, characterized in that the correction unit is further used for:

Determining a correction step length according to the first angle, the third angle and a correction coefficient;

The first angle deviation is corrected according to the correction step length to obtain the second angle deviation.
The device according to claim 11, characterized in that the third angle is θ3, the first angle is θ1, the correction coefficient is K, and the correction step length L satisfies:

L = |θ1-θ3|×K.
The device according to claim 11 or 12, characterized in that the correction unit is further used for:

If the first angle deviation is greater than zero, using the difference between the first angle deviation and the correction step length to correct the first angle deviation to obtain the second angle deviation;

If the first angle deviation is less than zero, the first angle deviation is corrected using the sum of the first angle deviation and the correction step length to obtain the second angle deviation.
The device according to any one of claims 10 to 13, characterized in that the correction unit is further used for:

According to the first angle and the third angle, correct the first angle deviation to obtain a third angle deviation;

If the absolute value of the third angle deviation is greater than the preset angle threshold, obtaining a fourth angle of the steering wheel relative to the midline at a third moment, the third moment being a moment next to the first moment;

The third angle deviation is corrected to the second angle deviation through at least one correction according to the fourth angle and the first angle.
The device according to any one of claims 10 to 14, characterized in that the device further comprises:

a determination unit, configured to determine a return torque coefficient of the steering wheel according to the angular deviation between the steering wheel and the steering actuator;

The determining unit is further used to determine the enhanced self-aligning torque according to the self-aligning torque coefficient;

An adjustment unit is used to adjust the angle of the steering wheel relative to the midline according to the enhanced self-aligning torque.
The device according to claim 15, characterized in that the steering wheel's return torque coefficient is K AR , the steering wheel's return torque is T AR , and the steering wheel's enhanced return torque T EAR satisfies:

T EAR =T AR ×K AR .
The device according to any one of claims 10 to 16, characterized in that the device further comprises:

A sending unit is used to send a prompt message if the absolute value of the angle deviation between the steering wheel and the steering actuator is greater than the preset angle threshold, wherein the prompt message is used to indicate that the vehicle is correcting the angle deviation.
The device according to any one of claims 10 to 17, characterized in that the acquisition unit is further used for:

When the vehicle is in the first mode and there is an angle between the steering actuator and the steering wheel, the second angle and the third angle are acquired.
A wire-controlled steering system, characterized in that the steering system includes a steering actuator, a direction control device and a main controller, the steering actuator is connected to the direction control device, and the main controller is the angle deviation correction device described in any one of claims 10-18.
A vehicle, characterized in that the vehicle includes a steering system, the steering system includes a steering actuator, a direction control device and a main controller, the steering actuator is connected to the direction control device, and the main controller is the angle deviation correction device described in any one of claims 10-18.
A computer-readable storage medium, characterized in that the computer-readable storage medium includes computer instructions, and when the computer instructions are run on an angle deviation correction device, the angle deviation correction device executes the angle deviation correction method as described in any one of claims 1-9.
A computer program product comprising instructions, characterized in that when the computer program product is run on a computer device, an angle deviation correction device is caused to execute an angle deviation correction method as described in any one of claims 1-9.